Vehicle slip angle measuring method and a device therefor

Abstract: A vehicle slip angle measuring device includes an approximate calculation block (26) for deriving an approximate value (A) of a vehicle centroid slip angle (β) by use of an approximate expression derived from a linear two-degree-of-freedom vehicle model. The approximate value (A) is derived based on outputs from a steering wheel sensor (16), vehicle velocity sensor (18) and yaw angular velocity sensor (24). The device further includes a preprocessing block (28) for preprocessing outputs from the above three sensors, longitudinal acceleration sensor (20) and lateral acceleration sensor (22) to create input information. Finally, the device includes a learned neural network (32) for receiving the approximate value and input information and for outputting a correction value (C) corresponding to a deviation between an actual slip angle and the approximate value. The correction value (C) from the neural network is added to the approximate value (A) from the approximate calculation block to derive a precise vehicle centroid slip angle (β).

Description: This invention relates to a vehicle slip angle measuring method and a device therefor suitable for a vehicle having a four-wheel steering system. A four-wheel steering system for steering the front and rear wheels of a vehicle when the vehicle is turning to enhance the turning performance and steering stability of the vehicle is typically operable to steer the rear wheels by an angle corresponding to the vehicle velocity and the steering angle of the front wheels. JP-A H3-243411 proposes a four-wheel steering system which determines the vehicle centroid slip angle, and steers the front and rear wheels to set the slip angle to zero. According to the slip angle zeroing control, the vehicle can face in its direction of travel even when it is turning. This is convenient for driving. Conventionally, for example, an optical non-contact type ground speed meter (vector speed meter) is used to detect the vehicle centroid slip angle. In that case, the vehicle centroid slip angle is derived from the longitudinal velocity and lateral velocity of the vehicle measured by the ground speed meter. However, the accuracy of the ground speed meter may be lowered depending on the road surface condition, and the meter large in size and expensive. Therefore, the practical applications of the slip angle zeroing control using the ground speed meter in commercially available vehicles are few. JP-A-4-138 970 (Kayaba) discloses a method for measuring a lateral slip angle of a vehicle comprising the steps of detecting a steering state of front wheels of the vehicle and outputting the steering angle of the front wheels as steering information; detecting a motion state of the vehicle and outputting longitudinal, lateral and vertical acceleration and vehicle speed as motion information; and supplying the front wheel steering information and the motion information to a learned neutral network to estimate an approximate value of a lateral vehicle slip angle based on the front wheel steering information and the motion information; and an apparatus including a neural network for carrying out the method. An object of this invention is to provide a vehicle slip angle measuring method and a device therefor capable of determining the vehicle body centroid slip angle with high precision, without using a special detection device. The invention provides a method of determining a slip angle of a vehicle, characterised by: (a) detecting a steering state of front wheels of the vehicle and outputting front wheel steering information; (b) detecting a motion state of the vehicle and outputting motion information; (c) deriving an approximate value of a vehicle body centroid slip angle based on the front wheel steering information output in step (a) and motion information comprising at least vehicle velocity and yaw angular velocity output in step (b); (d) supplying the front wheel steering information output in step (a) and the motion information comprising at least the vehicle velocity, yaw angular velocity, and lateral acceleration output in step (b) and the approximate value derived in said step (c) to a learned neural network, to estimate a correction value corresponding to an error in the approximate value; and (e) outputting a value derived by correcting the approximate value derived in said step (c), by using the correction value estimated in said step (d), as the vehicle body centroid slip angle. The invention also provides a device for determining a body centroid slip angle of a vehicle, comprising first detection means for detecting a steering state of front wheels of the vehicle and outputting front wheel steering information; second detection means for detecting a motion state of the vehicle and outputting motion information; calculating means for deriving an approximate value of a vehicle body centroid slip angle based on the front wheel steering information output from said first detection means and motion information comprising at least the vehicle velocity and yaw angular velocity output from said second detection means; a learned neural network for estimating a correction value, corresponding to a deviation in the approximate value of the vehicle slip angle, based on the front wheel steering information comprising from said first detection means and motion information including at least vehicle velocity, yaw angular velocity, and lateral acceleration output from said second detection means and the approximate value derived by said calculation means; and correction means for outputting a value derived by correcting the approximate value derived by said calculation means, by using the correction value estimated by said learned neural network, as the vehicle body centroid slip angle. The advantage of this invention is that a precise vehicle body centroid slip angle can be determined by correcting the approximate value of the vehicle slip angle derived based on the front wheel steering information and motion information by using the correction value output from the learned neural network. According to this invention, since it is unnecessary to use a special detection device such as an optical ground speed meter, the cost for constructing the detection system can be lowered and the installation space therefor can be reduced. Further, the neural network of this invention, having a function of estimating a correction value corresponding to an error in the approximate value of the slip angle, can be more easily constructed than that required for the method known from the above-mentioned JP-A H4-138970 in which a neural network is constructed to estimate the vehicle body centroid slip angle based on the front wheel steering information and the motion information. Thus, this invention is made sufficiently practical and can be applied to commercially available vehicles. Other objects, features and advantages of this invention will become more apparent from the following description. However, it should be understood that the detailed description and specific examples, while indicating preferred embodiments of the invention, are given by way of illustration only. BRIEF DESCRIPTION OF THE DRAWINGS: Fig. 1 is a schematic diagram showing a four-wheel steering vehicle having a vehicle centroid slip angle angle measuring device incorporated therein; Fig. 2 is a view for illustrating the vehicle centroid slip angle; Fig. 3 is a block diagram showing a section for measuring the vehicle centroid slip angle in a controller shown in Fig. 2; Fig. 4 is a view showing a linear two-degree-of-freedom vehicle model; Fig. 5 is a graph showing a stepwise steering input; FIG. 6 is a schematic diagram showing the construction of a neural network shown in FIG. 3; FIG. 7 is a block diagram showing a learning system of the neural network of FIG. 3; FIG. 8 is a flowchart showing a vehicle centroid slip angle calculating routine effected in the block diagram of FIG. 3; and FIG. 9 is a graph showing the relation between the calculated vehicle centroid slip angle, actual vehicle centroid slip angle and the approximate value thereof at the time of front wheel steering. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT In FIG. 1, a four-wheel steering vehicle (4WS vehicle), on which a vehicle centroid slip angle measuring device according to one embodiment of this invention is mounted, is schematically shown. The 4WS vehicle has a front wheel steering system 6, including a power cylinder 2 and a rack and pinion mechanism (not shown), for steering front wheels FWL, FWR in response to the operation of a steering wheel 4, and a rear wheel steering system 10, including a rear wheel actuator 8 constructed by an oil cylinder, for steering rear wheels RWL, RWR. More specifically, the rear wheel steering system 10 includes an electromagnetic valve 12 attached to the rear wheel actuator 8. The opening direction and opening degree of the electromagnetic valve 12 are controlled by a control signal from a controller 14, so that the rear wheels RWL, RWR are steered via the rear wheel actuator 8. Various types of sensors which are also used in the vehicle centroid slip angle measuring device are connected to the controller 14. These sensors include a steering wheel angle sensor 16, vehicle velocity sensor 18, longitudinal acceleration sensor 20, lateral acceleration sensor 22, and yaw angular velocity sensor 24. The steering wheel angle sensor 16 detects the steering angle of the steering wheel 4, that is, steering wheel angle H. Further, the vehicle velocity sensor 18 detects the velocity of the vehicle or vehicle velocity V. The vehicle velocity sensor 18 may be a speed meter of the vehicle. In a case where a wheel velocity sensor is mounted on each of the wheels, it is possible to set a smaller one of the average front wheel velocity derived by averaging outputs of the wheel velocity sensors of the front wheels FWL, FWR, and the average rear wheel velocity derived by averaging outputs of the wheel velocity sensors of the rear wheels RWL, RWR, as the vehicle velocity V. The longitudinal acceleration sensor 20, lateral acceleration sensor 22 and yaw angular velocity sensor 24 are respectively used to detect the longitudinal acceleration GZ of the vehicle, the lateral acceleration GY of the vehicle and the yaw angular velocity ψ of the vehicle. Therefore, the steering wheel angle H, vehicle velocity V, longitudinal acceleration GZ, lateral acceleration GY and yaw angular velocity ψ are input from the respective sensors to the controller 14. The controller 14 has a function of calculating a vehicle slip angle, more specifically, a side slip angle at the centroid of the vehicle body (angle β between the traveling direction of the vehicle and the direction of the vehicle body (refer to FIG. 2)), based on detection signals from the various types of sensors described above, and a function of controlling the steering operation of the rear wheels RWL, RWR based on the result of the above measurement. More specifically, the controller 14 includes an approximate calculation block 26, preprocessing block 28, memory 30, neural network 32, and feedback control block 34, as shown in FIG. 3. The approximate calculation block 26 is supplied with detection signals from the steering wheel angle sensor 16, vehicle velocity sensor 18, and yaw angular velocity sensor 24, that is, the steering wheel angle H, vehicle velocity V, and yaw angular velocity ψ, and derives the approximate value A of the vehicle centroid slip angle β based on the input detection signals according to the following approximate expression (4). The approximate expression is derived from a general two-degree-of-freedom vehicle model shown in FIG. 4 in the following manner. The equations of motion of the vehicle model are: m × V × (dβ/dt) + 2 × (Kf + Kr) × β + {m × V + (2/V) × (Lf × Kf - Lr × Kr)} × ψ = 2 × Kf × δf 2 × (Lf × Kf - Lr × Kr) × β + I × (dψ/dt) + (2/V) × (Lf2 × Kf + Lr2 × Kr) × ψ = 2 × Lf × Kf × δf where m is the mass of the vehicle, Kf and Kr are equivalent cornering powers of the front and rear wheels, I is the yaw inertia moment, Lf is the distance from the front axle to the centroid of the vehicle, Lr is the distance from the rear axle to the centroid, and δf is the front wheel steering angle. Based on the solution for the yaw angular velocity ψ and the vehicle centroid slip angle β in the time region which are determined by linearly analyzing the response obtained when a stepwise steering input, as shown in FIG. 5 and represented by the following equation (3), is supplied to the vehicle model expressed by the equations (1), (2), the following equation (4) can be obtained, which serves as an approximate equation for deriving the approximate value A of the slip angle β. δf = δfMAX × (1 - e-2t) where δfMAX is the maximum steering angle. A = β0 × + K0 × {ψ - ψ (1 - e-2t)} where β0 is a value obtained by dividing a β stationary value, determined by the vehicle velocity V and the front wheel steering angle δf, by the yaw angular velocity ψ, and K0 is a correction coefficient in the transition state for the first term. As is clearly understood from the approximate equation (4), the approximate value A of the vehicle centroid slip angle β can be expressed as a function of the vehicle velocity V, front wheel steering angle δf and yaw angular velocity ψ. Further, the front wheel steering angle δf can be expressed as a function of the steering wheel angle H and steering gear ratio. Therefore, the approximate value A can be derived based on the vehicle velocity V, steering wheel angle H and yaw angular velocity ψ according to the approximate equation (4). On the other hand, the following equations (5), (6) are derived by rewriting the equations (1), (2). β = {(1/2) × (Kf + Kr)} × {2 × Kf × δf - m × V × (dβ/dt) - m × V × δ - 2 (Lf × Kf - Lr × Kr) × (ψ/V)} β = {(1/2) × (K × Lf + Kr × Lr)} × {2 × Lf × Kf × δf - I × δA - 2 × (Lf2 × Kf + Lr2 × Kr) × (δ/V)} If the slip angle β is sufficiently small, the following equation (7) can be obtained. By rewriting the equation (7), the following equation (8) can be also obtained. GY = V × (dβ/dt + ψ) V × (dβ/dt) = GY - ψ × V As is clearly understood from the equations (5), (6) and (8), the vehicle centroid slip angle β is expressed by the linear sum of five quantities of state including the " front wheel steering angle (=δf) ", " lateral acceleration - vehicle velocity × yaw angular velocity (= GY - V × ψ) ", " vehicle velocity × yaw angular velocity (= V × ψ) ", " yaw angular velocity ÷ vehicle velocity (= ψ/V) ", and " yaw angular acceleration (= ψA) ". As described above, the approximate equation (4) becomes valid only when the front wheels are steered according to a specified pattern indicated by the equation (3). In the case of an actual vehicle, it is understood that coefficients of quantities of state corresponding to the coefficients such as Kf, Kr in the equations (5), (6) are functions of the non-linearity of the tires, load shifting and the like. However, in the approximate equation, the coefficients K0, β0 and the yaw angular velocity ψ, as the quantity of state, are constants. Thus, since a variation in the front wheel steering pattern, non-linearity of the tires and load shifting are not taken into consideration in the approximate equation, the approximate value A of the slip angle β derived by use of the approximate equation contains a deviation with respect to the actual vehicle centroid slip angle β. Therefore, in the slip angle measuring device of this invention, the approximate value A derived by the approximate calculation block 26 is corrected so as to eliminate a deviation between the actual slip angle β and the approximate value A. To achieve the above purpose, the slip angle measuring device further includes a neural network 32 for creating a correction value C corresponding to the deviation, and a preprocessing block 28 for creating input information (quantity of state) to the neural network 32. With the device of the above construction, the load for calculation imposed on the neural network 32 is alleviated in comparison with a case where the neural network is constructed to derive the slip angle β based on input information. Therefore, the neural network 32 can be more easily constructed, and the slip angle β can be precisely detected. More specifically, in the preprocessing block 28, the calculation process for converting the steering wheel angle sensor output H into a front wheel steering angle δf is effected, and the thus calculated front wheel steering angle δf is stored into the memory 30 in a time series fashion. The time-series data used to express a front wheel steering pattern with respect to the time base is comprised of a front wheel steering angle δf0 at the present time, front wheel steering angle δf1 before a period of time t1 (0.1 second), front wheel steering angle δf2 before a period of time t2 (0.2 second), front wheel steering angle δf3 before a period of time t3 (0.3 second), and front wheel steering angle δf4 before a period of time t4 (0.4 second), for example. The time-series data items δf0 to δf4 are input to the neural network 32. Further, the preprocessing block 28 is supplied with the vehicle velocity V, longitudinal acceleration GZ, lateral acceleration GY and yaw angular velocity ψ from the vehicle velocity sensor 18, longitudinal acceleration sensor 20, lateral acceleration sensor 22 and yaw angular velocity sensor 24. Then, the preprocessing block 28 calculates the " lateral acceleration - vehicle velocity × yaw angular velocity (= GY - V × ψ) ", " vehicle velocity × yaw angular velocity (= V × ψ) ", " yaw angular velocity ÷ vehicle velocity (= ψ/V) ", and " yaw angular acceleration (= ψA) " which are treated as the above quantities of state, and the " longitudinal acceleration × yaw angular velocity (= GZ × ψ) " which is the quantity of state related to the longitudinal acceleration GZ and not taken into consideration in the linear two-degree-of-freedom model of FIG. 4. The results of calculation are supplied from the preprocessing block 28 to the neural network 32. Further, the neural network 32 is supplied with the approximate value A of the slip angle β, as input information, from the approximate calculation block 26. The neural network 32, which is of a multilayered type whose schematic construction is shown in FIG. 6, is constructed by an input layer having eleven input units IU to which eleven types of input information items are input, an intermediate layer having an appropriate number of, for example, eight intermediate units MU, and an output layer having one output unit OU for outputting a correction value C. Preferably, the respective degrees of coupling (weights of coupling) between associated units in the neural network 32 are previously learned by a back propagation method, and the learning operation is effected by use of a learning system shown in FIG. 7. The learning system has a vector longitudinal speed meter 38 and a vector lateral speed meter 40, in addition to the sensor group and the function blocks of the controller 14 shown in FIG. 3. These speed meters 38, 40 are connected to a vehicle centroid slip angle calculating block 42 provided in the controller 14. The block 42 calculates the actual vehicle centroid slip angle βA based on outputs of the vector longitudinal speed meter 38 and vector lateral speed meter 40, that is, the longitudinal acceleration and lateral acceleration according to a known calculating equation (9). βA = tan-1(lateral acceleration ÷ longitudinal acceleration) On the other hand, the approximate calculation block 26 calculates the approximate value A of the slip angle β based on outputs H, V, ψ from the steering wheel angle sensor 16, vehicle velocity sensor 18 and yaw angular velocity sensor 24. Further, the preprocessing block 28 derives the front wheel steering angle δf based on the steering wheel angle sensor output H, and derives the quantities of state GY - V × ψ , V × ψ, ψ/V, ψA and GZ × ψ based on various sensor outputs V, GZ, GY, ψ. The neural network 32 derives a correction value C based on the memory outputs δf0 to δf4 and the preprocessing block outputs GY - V × ψ , V × ψ, ψ/V, ψA, GZ × ψ. The actual vehicle centroid slip angle βA, which is an output of the vehicle centroid slip angle calculating block 42, and the approximate value A from the approximate calculation block 26 are input to a subtracter 44 which outputs a deviation D between the actual vehicle centroid slip angle βA and the approximate value A as teacher data. Then, the deviation D from the subtracter 44 and the correction value C from the neural network 32 are input to a subtracter 46 which in turn outputs an error E between the deviation D and the correction value C to the.neural network 32. As is well known in the art, the learning rule of the back propagation is to learn the coupling degrees (coupling amounts) ω between the units in the neural network 32 so as to reduce the error E to a minimum. More specifically, in the neural network 32, the product of an input to each unit (IU, MU, OU) in each layer and the coupling amount is accumulatively calculated, and a value of sigmoid function at the time when its variable assumes the accumulated value is calculated as an output value X (XI, XM, XO) of each unit. Then, the error E at the output unit OU is calculated by the following equation (10) based on the differential value F0 of the sigmoid function expressing the input/output relation of the output unit OU, deviation D and output value XO (= correction value C) of the output unit OU. E0 = (D - X0) × F0 Further, an error EM at each intermediate unit MU is calculated by the following equation (11) based on the differential value FM of the sigmoid function expressing the input/output relation of each intermediate unit MU of the intermediate layer, an error EO at the output unit OU, and the coupling amount ω0M between each intermediate unit MU and the output unit OU. EM = FM × Σ (E0 x ω0M) Further, an error EI at each input unit IU is calculated by the following equation (12) based on the differential value FI of the sigmoid function expressing the input/output relation of each input unit IU of the input layer, an error E0 at each intermediate unit MU, and the coupling amount ωMI between each intermediate unit MU and each input unit IU. EI = FI × ω (EM × ωMI) Next, correction amounts Δω (ΔωID, ΔωMI, ΔωOM) of the coupling amounts ω (ωID, ωMI, ωOM) of the respective units (IU, MU, OU) of the respective layers with input data are calculated by the following equation (13) based on a learning constant η, errors E (EI, EM, EO) at the respective units of the respective layers and output values X (XI, XM, XO) of the respective units (IU, MU, OU) of the respective layers. The coupling amounts ωID indicate the coupling amounts of the input units IU with input data. Σω = η × E × X The calculated correction amount Δω is added to the coupling amount ω (ωID, ωMI, ωOM) of each unit with input data, and thus an updated coupling amount ω (= ω + Δω) is obtained. The above-described learning is repeatedly effected based on a large number of teacher data items made by taking various traveling conditions, road surface states and front wheel steering patterns into consideration. As described above, in this embodiment, the learning process is effected in the running test of the vehicle on which the system of FIG. 7 is mounted. However, it is also possible to drive a nonlinear six-degree-of-freedom vehicle model by simulation on a large-scale computer, collect learning data and effect the learning process based on the collected learning data. Therefore, the correction value C output from the learned neural network 32 is set to a value corresponding to the deviation D of the approximate value A from the vehicle centroid slip angle β. Hence, the sum obtained by adding together the correction value C output from the learned neural network 32 and the approximate value A output from the approximate calculation block 26 in an adder 36 as shown in FIG. 3 is set to a vehicle centroid slip angle β which coincides with the actual vehicle centroid slip angle βA. The thus estimated vehicle centroid slip angle β is input to the feedback control block 34 from the adder 36, and the feedback control block 34 outputs a control signal to the electromagnetic valve 12 of the rear wheel actuator 8 according to a deviation between the target value (zero) and the vehicle centroid slip angle β, so that the rear wheel actuator 8 will control the steering angles of the rear wheels RWL, RWR so as to set the vehicle centroid slip angle β to zero. The above-described procedure for measurement of the vehicle centroid slip angle can be expressed by the measurement routine shown in FIG. 8. In the measurement routine, if the steering wheel angle H or the front wheel steering angle δf is first input to the controller 14 in the step S1, a value i of the counter is set to "0" (step S2), and the input front wheel steering angle δf is stored or saved into the memory 30 (step S3). As described before, the front wheel steering angle δf can be derived by calculation in the preprocessing block 28 based on the steering wheel angle H. In the next step S4, the process waits for 0.1 second, then the value i of the counter is incremented by one (step S5), and whether or not the value i of the counter is smaller than 4 is checked (step S6). If the determination result in the step S6 is true (YES), the steps succeeding the step S1 are repeatedly effected. Further, if the determination result becomes false (NO), the step S7 is entered. Therefore, when the determination result in the step S6 becomes "NO", time-series data items δf0, δf1, δf2, δf3, and δf4 associated with the front wheel steering angle δf are saved in the memory 30. In the step S7, the vehicle velocity V, longitudinal acceleration GZ, lateral acceleration GY and yaw angular velocity ψ from the respective sensors 18, 20, 22, 24 are input to the controller 14, and the approximate value A is calculated by use of the approximate expression based on the inputs (step S8). Then, the aforementioned values GY - V × ψ , V × ψ, ψ/V, ψA, GZ × ψ are derived by the preprocessing calculation (step S9). These values, the time-series data items and the approximate value A of the slip angle β are supplied as input information to the learned neural network 32, and the neural network 32 estimates and outputs the correction value C (step S10). The adder 36 adds together the approximate value A and the correction value C to estimate the vehicle centroid slip angle β (step S11). The estimated vehicle centroid slip angle β is output to the feedback control block 34 (step S12), and in the next step S13, whether the measurement routine should be completed or not is checked. That is, in this step, whether the steering wheel 4 of the vehicle is being steered or not is checked, for example. If the steering wheel is being steered, the routine is repeatedly effected. When the steering wheel 4 is returned to the neutral position, the process of the routine is completed. In FIG. 9, the relationship between the estimated vehicle centroid slip angle β and the actual vehicle centroid slip angle βA is shown, in addition to variations in the yaw angular velocity ψ and lateral acceleration GY caused when the front wheel angle δf is changed as shown in FIG. 9. It is understood that the vehicle centroid slip angle β and the actual vehicle centroid slip angle βA substantially coincide with each other. Hence, the vehicle centroid slip angle β can be precisely estimated according to the measurement device of this invention. In FIG. 9, the one-dot-dash line indicates a variation in the output of the approximate value A.

Claims: A method of determining a slip angle of a vehicle, characterised by: (a) detecting a steering state of front wheels of the vehicle (S1) and outputting front wheel steering information; (b) detecting a motion state of the vehicle (S7) and outputting motion information; (c) deriving an approximate value of a vehicle body centroid slip angle (S8) based on the front wheel steering information output in step (a) and motion information comprising at least vehicle velocity and yaw angular velocity output in step (b); (d) supplying the front wheel steering information output in step (a) and the motion information comprising at least the vehicle velocity, yaw angular velocity and lateral acceleration output in step (b) and the approximate value derived in said step (c) to a learned neural network, to estimate a correction value corresponding to an error in the approximate value (S10); and (e) outputting a value derived by correcting the approximate value derived in said step (c), by using the correction value estimated in said step (d) as the vehicle body centroid slip angle (S11 and S12). A vehicle slip angle determining method acording to claim 1, which includes a step (f) of effecting a learning operation for a neural network to construct the learned neural network, said step (f) including the sub-steps of: (f1) detecting a steering state of the front wheels of the vehicle and outputting front wheel steering information; (f2) detecting a motion state of the vehicle and outputting motion information; (f3) deriving an approximate value of a vehicle body centroid slip angle based on the front wheel steering information and the motion information respectively output in said sub-steps (f1) and (f2); (f4) supplying the front wheel steering information and the motion information respectively output in said sub-steps (f1) and (f2) and the approximate value derived in said sub-step (f3) to the neural network, to estimate a correction value corresponding to a deviation between the approximate value and an actual value of the vehicle body centroid slip angle; (f5) detecting an actual value of the vehicle body centroid slip angle; (f6) deriving a deviation between the actual value of the vehicle body centroid slip angle detected in said sub-step (f5) and the approximate value derived in said sub-step (f3); and (f7) supplying the front wheel steering information and the motion information respectively output in said sub-steps (f1) and (f2), the approximate value derived in said sub-step (f3), and a difference between the correction value estimated in said sub-step (f4) and the deviation calculated in said sub-step (f6) to the neural network, and changing an input/output characteristic of the neural network such that the difference is reduced to a minimum. A vehicle slip angle measuring method according to claim 1, wherein said step (a) includes detecting a steering angle of the front wheels of the vehicle (S1); and said step (c) includes deriving the approximate value based on the front wheel steering angle, the vehicle velocity and the yaw angular velocity detected in said steps (a) and (b), by using an approximate expression which expresses an approximate value of the vehicle body centroid slip angle as a function of vehicle velocity, front wheel steering angle and yaw angular velocity of the vehicle (S8), said approximate expression being derived from an equation of motion of the vehicle which is in turn derived from a linear mathematical vehicle model. A vehicle slip angle measuring method according to claim 1, which includes the step (g) of deriving at least one quantity of state by preprocessing the front wheel steering information output in said step (a) and/or the motion information output in said step (b) (S9); wherein the vehicle body centroid slip angle is expressed by a sum of said at least one quantity of state; each of said at least one quantity of state is expressed as a function of a corresponding one or ones among the front wheel steering information output in said step (a) and the motion information output in said step (b); and each of said at least one quantity of state is input, in said step (d), to the learned neural network as the front wheel steering information and/or the motion information (S10). A vehicle slip angle measuring method according to claim 4, which includes the step (h) of storing front wheel steering information items, sequentially output in said step (a) effected at a plurality of present and/or past timings, as time-series data (S1 to S6); and the time-series data is input, in said step (d), to the learned neural netwrk as the front wheel steering information (S10). A vehicle slip angle measuring method according to claim 4 or claim 5, wherein said step (b) includes detecting at least one of a yaw angular velocity, longitudinal acceleration and lateral acceleration of the vehicle and a vehicle velocity (S7); and said step (g) includes deriving said at least one quantity of state each expressed as a function of a corresponding one or ones of yaw angular velocity, longitudinal acceleration, lateral acceleration and vehicle velocity, based on at least one of the yaw angular velocity, longitudinal acceleration, lateral acceleration and vehicle velocity detected in said step (b) (S9). A vehicle slip angle measuring method according to claim 6, wherein said at least one quantity of state includes at least one of the following: ( lateral acceleration - vehicle velocity x yaw angular velocity ), (vehicle velocity x yaw angular velocity), (yaw angular velocity ÷ vehicle velocity), (yaw angular acceleration), and (longitudinal acceleration x yaw angular velocity) (S9). A vehicle slip angle measuring method according to claim 5, wherein said step (a) includes detecting a steering wheel angle of the vehicle (S1); said step (g) includes deriving front wheel steering angles at said plurality of timings as said at least one quantity of state, based on steering wheel angles sequentially detected in said step (a) (S1 to S6); and said step (h) includes storing front wheel steering angles at said plurality of timings as said time-series data (S1 to S6). A vehicle slip angle measuring method according to claim 5, wherein said step (a) includes detecting a steering wheel angle of the vehicle (S1); said step (b) includes detecting a yaw angular velocity, longitudinal acceleration and lateral acceleration of the vehicle and a vehicle velocity (S7); said step (g) includes deriving at least one of the following: ( lateral acceleration - vehicle velocity x yaw angular velocity ), (vehicle velocity x yaw angular velocity), (yaw angular velocity ÷ vehicle velocity), (yaw angular acceleration), (longitudinal acceleration x yaw angular velocity) and (front wheel steering angles at said plurality of timings), as said at least one quantity of state, based on the yaw angular velocity, longitudinal acceleration, lateral acceleration and vehicle velocity detected in said step (b) and the steering wheel angle detected in said step (a) (S9); and said step (h) includes storing front wheel steering angles at said plurality of timings as said time-series data (S1 to S6). A vehicle slip angle measuring method according to any one of claims 1 to 9, wherein said step (e) includes outputting a value obtained by adding together the approximate value derived in said step (c) and the correction value estimated in said step (d) as said vehicle body centroid slip angle (S11 and S12). A device for determining a body centroid slip angle of a vehicle, comprising first detection means (16) for detecting a steering state of front wheels of the vehicle and outputting front wheel steering information; second detection means (18, 20, 22, 24) for detecting a motion state of the vehicle and outputting motion information; calculating means (26) for deriving an approximate value of a vehicle body centroid slip angle based on the front wheel steering information output from said first detection means and motion information comprising at least the vehicle velocity and yaw angular velocity output from said second detection means; a learned neural network (32) for estimating a correction value, corresponding to a deviation in the approximate value of the vehicle slip angle, based on the front wheel steering information output from said first detection means and motion information comprising at least vehicle velocity, yaw angular velocity, and lateral acceleration output from said second detection means and the approximate value derived by said calculation means; and correction means (36) for outputting a value derived by correcting the approximate value derived by said calculation means, by using the correction value estimated by said learned neural network, as the vehicle body centroid slip angle. A device according to claim 11, wherein said learned neural network (32) is constructed by supplying a neural network (32) with the front wheel steering information and motion information respectively output from said first and second detection means (16, 18, 20, 22, 24), the approximate value derived by said calculating means, and a difference between the correction value and a deviation of the approximate value from an actual value of the vehicle slip angle, and by changing an input/output characteristic of the neural network (32) such that the difference is reduced to a minimum. A device according to claim 11 or claim 12, wherein said first detection means includes steering angle detection means (16) for detecting a steering angle of the front wheels of the vehicle; and said calculating means (26) is so constructed as to derive said approximate value based on the front wheel steering angle, the vehicle velocity and the yaw angular velocity respectively detected by said steering angle detection means (16), said vehicle velocity detection means (18) and said yaw angular velocity detection means (24), by using an approximate expression expressing an approximate value of the vehicle body centroid slip angle as a function of front wheel steering angle and yaw angular velocity of the vehicle and vehicle velocity, said approximate expression being derived from an equation of motion of the vehicle which is in turn derived from a linear mathematical vehicle model. A device according any one of claims 11 to 13, which includes preprocessing means (28) for preprocessing the front wheel steering information output from said first detection means (16) and/or the motion information output from said second detection means (18, 20, 22, 24), to derive at least one quantity of state, and for outputting the at least one quantity of state to said learned neural network (32), the vehicle slip angle being expressed by a sum of said at least one quantity of state, each of said at least one quantity of state being expressed as a function of a corresponding one or ones of the front wheel steering information output from said first detection means (16) and the motion information output from said second detection means (18, 20, 22, 24). A device according to claim 14, wherein said preprocessing means (28) includes memory means (30) for storing front wheel steering information items, sequentially output from said first detection means (16) at a plurality of present and/or past timings, as time-series data, said preprocessing means (28) being operable to output the time-series data stored in said memory means (30) to said learned neural network (32) as the front wheel steering information. A device according to claim 14 or claim 15, wherein said second detection means includes at least one of a yaw angular velocity sensor (24) for detecting a yaw angular velocity of the vehicle, a longitudinal acceleration sensor (20) for detecting a longitudinal acceleration of the vehicle, a lateral acceleration sensor (22) for detecting a lateral acceleration of the vehicle, and a vehicle velocity sensor (18) for detecting a vehicle velocity, and said preprocessing means (28) includes calculating means (28) for deriving said at least one quantity of state each expressed as a function of a corresponding one or ones of yaw angular velocity, longitudinal acceleration, lateral acceleration and vehicle velocity, based on at least one of the yaw angular velocity, longitudinal acceleration, lateral acceleration and vehicle velocity detected by at least one of said sensors (18, 20, 22, 24). A device according to claim 16, wherein said calculation means (28) derives at least one of the following: ( lateral acceleration - vehicle velocity x yaw angular velocity ), (vehicle velocity x yaw angular velocity), (yaw angular velocity ÷ vehicle velocity), (yaw angular acceleration), and (longitudinal acceleration x yaw angular velocity) as said at least one quantity of state. A device according to claim 15, wherein said first detection means includes a steering wheel angle sensor (16) for detecting a steering wheel angle of the vehicle; said calculating means (28) derives front wheel steering angles at said plurality of present and/or past timings, as said at least one quantity of state, based on steering wheel angles sequentially detected by said steering wheel angle sensor; and said memory means (30) stores the front wheel steering angles at said plurality of timings as said time-series data. A device according to claim 15, wherein said first detection means includes a steering wheel angle sensor (16) for detecting a steering wheel angle of the vehicle; said second detection means includes a yaw angular velocity sensor (24) for detecting a yaw angular velocity of the vehicle, a longitudinal acceleration sensor (20) for detecting a longitudinal acceleration of the vehicle, a lateral acceleration sensor (22) for detecting a lateral acceleration of the vehicle and a vehicle velocity sensor (18) for detecting a vehicle velocity; said calculating means (28) derives at least one of the following: ( lateral acceleration - vehicle velocity x yaw angular velocity ), (vehicle velocity x yaw angular velocity), (yaw angular velocity ÷ vehicle velocity), (yaw angular acceleration), (longitudinal acceleration x yaw angular velocity) and front wheel steering angles at said plurality of present and/or past timings, as said at least one quantity of state, based on the yaw angular velocity, the longitudinal acceleration, the lateral acceleration, the vehicle velocity and the steering wheel angle respectively detected by said yaw angular velocity sensor, said longitudinal acceleration sensor, said lateral acceleration sensor, said vehicle velocity sensor and said steering wheel angle sensor; and said memory means (30) stores the front wheel steering angles at said plurality of timings as said time-series data. A device according to any one of claims 11 to 19, wherein said correction means includes adding means (36) for adding together the approximate value derived by said calculating means (26) and the correction value estimated by said learned neural network (32), said adding means being operable to output a result of addition as said vehicle body centroid slip angle.

Inventors: KATO MANABU, KATO, MANABU
Applicants: MITSUBISHI MOTORS CORP, MITSUBISHI JIDOSHA KOGYO KABUSHIKI KAISHA
Application year: 1994
Main classification: B62D7
IPC codes: G01C21, B62D6, B62D7